Valve mechanism



Septn 18, 192:.`

W. B. S.,WHALEY ET AL VALVE MECHANISM 3 Sheets-Sheet Filed Sept. l, 1925 3 Sheets-Sheet 2 Flled Sept l, 1925 Ww., Gbtovnm/ W. B. S. WHALEY ET AL VALVE MECHANISM Sept. 18, 1928. 1,684,424

w. B. s. wHALl-:Y ET Al.

VALVE MECHANI SM Filed Sept. 1, 1925 3 Sheets-Sheet 3 n, ul

Patented Sept. 18, 1928.

UNITED STATES PATENT OFFICE.

WILLIAM B. SMITH XVHALEY, OF NEW YORK, CHARLES A. MULLER, OF BROOKLYN, AND CHARLES M. TURSKY, OF NEW YORK, N. Y., ASSIGNORS, BY DIRECT AND MESNE ASSIGNMENTS, OF TWO-THIRIJS TO WHALEY ENGINE PATENTS, INC., OF NEW YORK, N. Y., A CORPORATION OF DELAWARE, AND ONE-THIRD TO SAID MULLER.

VALVE MECHANISM.

Application filed September 1, 1925. Serial No. 53,829.

Our invention relates to internal combustion engines and more particularly to improved valve mechanism therefor.

Our invention relates more particularly to a type of internal combustion engine in which the cylinder of the engine is charged with air under a predetermined pressure higher than atmospheric (hereinafter lalled medium pressure) on the compression stroke to increase the. output of the engine. The engine cylinder is placed in cimimunication with a receiver containing air at the pressure of the normal working compression (hereinafter called high pressure) during the eomlmstion period to prevent dangerous incr l,ase in the engine pressure. One object ol' the present invention is to provide an improved valve gear suitable for an engine olf the said type for more accurately controlling the admission of air tothe engine cylinder or cylinders. Other objects, features and advantages will appear more fully from the following detailed description and appended claims.

The invention is particularlyv adapted to. and affords a simple construction for. multiple cylinder engines; and in the accompanyY` ing drawings forming a part of this speeitication we have shown ay form of the invention embodied in a two-cylinder two-cycle engine.

ln the drawings.

Figure 1 is a side view partly in section of the said embodiment of the invention.

Figure 2 is a view on a larger scale than Fig. 1. partly in section and partly in cle-vation. of part of the apparatus shown in Fig. 1.

Figure 2A is a horizontal section taken on line QA-QA of Fig. Q.

Figure 3 is a sectional view taken on line 3 3 of Fig. 2.

Figs. AAF are diagrammatical views illustrating the operation of the valve .frear at different positions of the engine cranks.

Referring to Figs. 1 and 2 the standard 1 of the engine has secured thereto the valve casing 2 in which the cylindrical valves 3 and 4 are mounted side by side for vertical reciprocation. The valve casingl contains a port 5 communicating through a conduit 5 2A) with the clearance of cydinder a. of the engine and a port 6 communicating through a conduit 6 (Fig. 2A) with the clearance of cylinder o of the engine. Medium pressure air is supplied to the inside of valve 3 through a conduit` 7. High pressure air is supplied from a source not shown to the ports 8 and 9. The ports 1() and 11 communicate with automatic valves (not shown) whereby the engine cylinders may he connected with an air receiver previously charged with air at a maximum pressure. to prevent the formation of an abnormally high and dangerous pressure in the cyiinders during the compression stroke or during the comhustion period of the engine. all as described in the patent to llf'lialey, No. 1,615,169, Oct. 11, 1927. rl`he valve caeing is provided with a suitahlc liner 1Q of anti-friction ii'iaterial for the valve 3 and with a liner 11 oll anti-friction material for the valve -fl-, these liners as shown having openings con'nnunieating with the various ports referred to in connection with the corresponding Valves.

The valve 3 is. as shown. secured to the vertical valve stem or spindle 15 hy spider 1G. Slidable longitudinally on the stem or spindle 15 is a sleeve 1T to the upper end of which is secured a spider 18 hai/'ing at its outer end the ring shaped valve 19 arranged to slide vertically on the inner surface or hore of the valve 3 and to obstruct the port openings 20 in said valve 2l at a predeteriuined point in the engine cycle as will he explained hereinafter. The sleeve 1T as shown extend f, through a stuliing ho); Q1 which prevents escape of air through the bottom ot' the valve easing.

"ihe high pressure air valve 4 is secured to a vertical reciprocating valve stem or spindle. 2:32 which as shown passes through a stui'ling hoX 24.

The mechanism for operating the valves l and 19 in properly timed relation to each other and to the positions of the pistons includes. as shown., a Stephenson linkage driven hy the crank shaft This linkaee includes eecentrics Q6 and Q7 on the crank shaft. eccentric rods Q8 and Q9 connected to said eccentries respectively and slotted are shaped link to which the upper ends of the, eccentric rods are pivoted at diifcrent positions longitudinally of the link. Carried hv the link 30 is the hloek 31 which is slidable longitudinally ofthe said link (see Figs. Q and Valve stern or spindle 15 has secured to the lower end thereof a block 32 surrounding an intermediate reduced cylindrical portion 33 of the link block 31 to permit the link block to oscillate about a transverse horizontal axis with respect to said valve stem or spindle. The vertical component ot the motion of the li'nkl3() and the link block 31 accordingly causes corresponding vertical movement ofthe valve stem 15 and the main medium pressure air valve 3 relatively to the valve ports 5 and 6.

The mechanism for producing the desi-red movement of the interrupter valve 19 relatively to the valve 3 includes crank arms 34 projecting upwardly from the link block 31 on opposite sides of the spindle 15 and connected respectively by links 35 with the downwardly projecting arms ot bell crank levers 36 having horizontal arms the outer ends of which are connected respectively by links 37 to the lower end of the sleeve 1T, as by the pivots 38. The. pivot or fulcruin 39 otl lever 36 is carried by a cross head 40 which is secured to the lower' end of the valve stein or spindle 15 and reciprocates vertically upon guides 41. The angular oscillation oi link 30 causes arms 34 to oscillate about the horizontal pivotal axis of the link block 31, thereby oscillating levers 36 through linls 35. The levers 36, through links 34, move sleeve 17 and interrupter valve 19 vertically relatively to the valve 3. Except for the motion imparted to the interruptor valve 19 through the angular movement of lever 36 about its fulcrum, the said valve would Inove vertically in unison with valve 3. For shifting the link 3() to control the operation of the valve so as to cause the engine to move in the desired direction at the desired speed. said link is connected through drag link 42 with a lever 43 which may be shifted by suitable manually operable means.

The mechanism for shifting the high prersure air valve 4 comprises a lever 45 fulcrumed, as at 46, to a fixed point in the engine frame and connected by link 47 to the valve stem or spindle 22 and by the link 48 to the cross head 40.

T he operation ot the apparatus will be understood by an examination of Figs. 4""F inclusive. In these iipgures the various parts described above are illustrated diagrammatically and designated by the same numerals as used for the corresponding parts in the foregoing detailed description. The valve stem 22 is, however, shown directly connected to the cross head 40 inasmuch as that arrangement will produce substantially the same movement of the high pressure valve 4 as the lever 45 and links 47 and 48 referred to above. The letters A. B refer respectively to the two cylinders of the engine. the cranks oi which are represented by the lines O-A and O-B respectively'.

In the type of engine for which the mechanism described and claimed herein may be a part, the engine cylinder or cylinders are, as hereinbefore stated, chargedv on their compression strokes with air under a higher pressure than atmospheric (i. e. medium pressure air). This air under compression has a higher' temperature than atmospheric air and its heat tends to vmaintain the temperature of compression in the engine cylinders the same as it would be if all the compression were done within said engine cylinders. 'l'hc engine may be of the constant pressure type, the fuel being injected into the cylinder or cylinders at such a rate that it is promptly burned by the immediately surrounding air.

A smaller or high pressure valve is pro-- vided to start the engine and to allow a communication to be maintained during combustion between the engine cylinder o-r cylinders and a source of air.

This source ot air may be such as to be kept under a pressure not exceeding that of the engine cylinder compression and may take the form of a tank 0r receiver (not shown) so that in case of increase of pressure in the engine cylinder to a point above the normal working compression, the pressures in the cylinder and receiver are equalized, the pressure in the receiver being but slightly affected because of the comparatively large volume of the receiver'. In this way the dangers attending the high pressure oscillation set up in the engine duringcombustion are done away with and the engine may be made very light for a given horsepower'. The broad features set forth in this last paragraph are not our joint invention but are described and claimed in application oft Villiam B. Smith Vhaley, Ser. No. 526,727, led Jan. 37 1922. The arrangements of parts during the operation of the engine are shown in Figs. 4AF.

In Fig. 4A the crank O-A is descending while the crank O-B is rising. Medium pressure air is being admitted to the cylinder B but not to cylinder A. The high pressure air supply is cut oi from both cylinders by the valve 4.

In Fig. 4B the crank O-B has traveled upwardly from the position shown in Fig. 4A and the crank O A downwardly. The main medium pressure valve 3 has moved downwardly so as to prevent the further admission of medium pressure air to the cylinder B. the val ve 4 preventing` high pressure air from entering the said cylinder. The air entrapped in the cylinder' is now being compressed. The cylinder' A whose crank and piston have been moving downwardly'during the expansion stage of the engine cycle is shut off from both the high pressure and medium pressure air supplies.

In Fig. 4C the crank O-B has reached its top vertical position and the crank OA its lower vertical position. The medium pressure air is shut off :from bot-h cylinders by the valves 3 and 19. It is to be noted that were it not for the valve 19 which now covers the port 2() of the main medium pressui'e valve 3, medium pressure air would pass through the valve 3 into the cylinder A. This cylinder is now exhausting; so that air under pressure admitted into the cylinder would escape to the atmosphere causing considerable loss of air. The high pressure valve et While preventing the admission of high pressure air to theI cylinder A is now open slightly so as to establish communication between the high pressure air receiver and the cylinder B.

In Fig. 4D the crank O-B is descending and the crank O-A rising. The sourceof high pressure air is still in communication with the cylinder B. Otherwise the supply of air to both cylinders is cut olif.

In Fig. 4E the crank O-B has descended to its mid position. All of the air is shut off from the cylinder B and expansion is taking place therein. As to cylinder A. the upwardly moving medium pressure valves 3 and 1f) have just closed after admitting a charge of medium pressure air which is thereupon compressed in the cylinder preparatory to the admission of fuel thereto. The high pressure valve is closed for both cylinders.

In Fig. 4F the crank O-B is approaching its loivermost position and the crank O-A its uppermost position. Both the medium pressure and the high pressure air supplies are cut oil' from the cylinder B in which exhaust is now taking place, the interrupter valve 19 preventing the escape of medium pressure air through the port 20 in the main medium pressure valve 3. The upwardly moving high pressure valve 4 is about to open to establish communication between the source of high pressure air and the cylinder A, the medium pressure air supply being eut off from the said 4cylinder by the valve 3.

It is understood that modifications may be made in the apparatus shown without departing from the spirit of our invention.

Having thus described our invention. what we claim as new and desire to secure by Letters Patent of the United States is:

1. In an internal combustion engine. a member having a valve port, a main air valve, an interrupter valve therefor. means for moving said valves relatively to said port to control the opening and closing thereof and for moving said interrupter valve relatively to said main valve to interrupt the flow of air through said port and main valve at a predetermined point in the engine cycle.

2. In an internal combustion engine. a member having a valve port, a main air valve, an interrupter valve therefor, means for moving said valves relatively to said port to control the opening and closing thereof and for moving said interrupter valve relatively to said main valve to interrupt the flow of air through said port and main valve during exhaust.

3. In an internal combustion engine, a meinber having a valve port, a cylindrical main air valve, an interrupter valve slidable on said main valve, means for moving said valves relatively to said port to control the opening and closing thereof and for moving said interrupter valve relatively to said main valve to interrupt the How of air through said port and main valve during exhaust.

4. In a multiple cylinder internal conduistion engine, a port member having a port leading to each cylinder, a main valve for controlling both ports, an interrupter valve. means for moving said interrupter valve relatively to said main valve to close said valve at a predetermined point in the engine cycle for each cylinder.

5. In a multiple cylinder internal combustion engine, a port member having a port leading to each cylinder, a main valve for controlling both ports. an interrupter valve. means for moving said interrupter valve relativelv to said main valve to close the port for each cylinder during exhaust- 6. In a multiple cylinder internal combustion engine, a port member having a port leading to each cylinder, a cylindrical main valve for controlling both ports, an interrupter valve slidable relatively to said main valve. means for moving said interrupter valve relatively to said main valve to close the port for each cylinder during exhaust.

7: In an internal combustion engine. a member having a valve port, a main air valve. an interrupter valve therefor, means for moving said valves relatively to said port to control the opening and closing thereof and for moving said interrupter valve relativelv to said main valve to interrupt the flow of air through said port during exhaust, and means for operating both of said valves including an actuating device common to both valves.

8. In an internal combustion engine. a member having a valve port, a main air valve, an interrupter valve therefor. means for moving said valves relatively to said port to con4 trol the opening and closing thereof and foi moving said interrupter valve relativelv to said main valve to interrupt the flow of air through said port during exhaust, and means for operating both of said valves from the crank shatt including a linkage adjustable for varying the operation of the valves.

9. In an internal combustion engine. a member having a valve port, a main air valve, an interrupter valve therefor, means for moving said valves relatively to said port to control the opening and closing thereof and for moving said interrupterI valve relatively to said main valve to interrupt the flow of air through said port and main valve during exhaust, and means including a Stephenson link for operating both of said valves from the crank shaft.

10. In a multiple cylinder internal comich;

l it) bustion engine, a port member having a port leading to each cylinder, a cylindrical main valve for controlling both ports, an interrupter valve slidable relatively to said main valve, means for moving said interrupter valve relatively to said main valve to close said valve during exhaust, and means for operating both of said valves from the crank shaft including a linkage adju-stable for varying the operation of the valves.

11. In a multi-ple cylinder internal combustion engine. a port member having a port leading to each cylinder, a cylindrical main valve for controlling both ports, an interrupter valve slidable relatively to said main valve, means for moving said interruptor valve relatively to said main` valve to close the same during exhaust, and means including a Stephenson link for operating both of said valves from the crank shaft.

1Q. In an internal combustion engine, a member having a valve port, a main valve, an interrupter valve carried thereby, and means for moving said valves including a Stephenson link, means whereby the rectilinear component of the motion of said link imparts motion to one of said valves and means whereby the angular component of the motion of said link in'iparts motion to the other valve.

13. In a multiple cylinder internal combustion engine, a port member havingr a port leading to each cylinder, a reciprocating main valve for controlling both ports, a reciprocating interrupter valve therefor, a Stephenson link connected with one of said valves, and means including a lever connecting the said link with the other valve.

14. In a multiple cylinder internal combustion engine, a port member having a port leading to each cylinder, a reciprocating cylindrical main valve for controlling both ports, a reciprocating interrupter valve carried by said main valve, a Stephenson link connected with one of said valves, and means including a lever connecting the said link with the other valve.

15. In an internal combustion engine, a men'iber having a valve port, a reciprocating cvlindrical main valve, an interrupter valve therefor` one of said valves having a valve stem, a sleeve to which the other valve is connected, said sleeve being movably mounted on said stem, a Stephenson link, means Whereby one of the components of the motion of said link imparts motion to said stem, and

means whereby another component of the motion of said link imparts motion to said sleeve relatively to said stem.

16. In an internal combustion engine, a member having a valve port, a reciprocating cylindrical main valve, an interrupter valve therefor, one of said valves having a valve` stem, a sleeve to which the other valve is con-t nected, said sleeve being movably mounted` on said stem, a Stephenson link pivotally connected with said stem for reciprocating the. same, and means connecting said link and sleeve to move the latter longitudinally of said stem, sa-idmeans .including a lever having a fulcrum movable with said stem.

17. In an internal combustion engine, a plurality of reciprocating air valves, and means connecting said valves, including a cross head connected to one of said valves, a lever having a fixed fulcrum, and means connecting said lever with the other valve and with the cross head.

18. The combination of reciprocating cross head, a valve having a stem connected to said cross head, a second valve, a lever pivoted to said cross head and connected to said second valve, a third valve, means connecting said third valve to said crossfhead, and means for moving said lever on its pivot.

19. The combination of reciprocating.cross head, a valve having a stem connected to said cross head, a second valve, a lever pivoted to said cross head and connected to said second valve, a third valve, means connecting said third valve to said cross head, and a Stephenson link for reciprocating said cross head and moving said lever on its pivot.

20. In an internal combustion engine, a member having a valve port, a reciprocating cross head, a valve having a stem connected to said cross head, a lsecond valve, a lever pivoted to said cross head and connected to said second valve, and a Stephenson link for reciprocating said cross head and moving said lever on its pivot for controlling the opening and closingof said port.

In testimony whereof, I have signed my name to this specification.

CHARLES M. TURSKY.

In testimony whereof, I have signed my name to this specification.

CHARLES A. MULLER.

In testimony whereof, I have signed my name to this specification.

VILLIAM B. SMITH VVHALEYy 

